Apparatus for wireless battery charger heat management

The present application is filed contemporaneously with identically-titled U.S. patent application Ser. No. 18/167,576, entitled APPARATUS FOR WIRELESS BATTERY CHARGER HEAT MANAGEMENT, filed Feb. 10, 2023, the entire disclosure of which is hereby incorporated by reference herein.

Embodiments of the current invention relate to apparatuses for managing heat dissipation from a wireless battery charger accompanying a modular roadway system.

Next generation roadway systems may include wireless battery chargers for electric vehicles traveling on them. Roadway system maintenance is notoriously difficult to target, and expensive to implement. It is not known how future road maintenance methodologies will accommodate inclusion of wireless battery chargers. There is a need for ameliorating one or more challenges that may arise in roadway maintenance and with roadway longevity for such future systems.

Embodiments of the current invention address one or more of the above-mentioned problems and provide a distinct advance in the art of temperature management in a roadway section in a modular roadway system. Specifically, embodiments of the current invention provide a plurality of thermal conduction couplers which transfer thermal energy from the wireless battery chargers to other components of the roadway section, such as reinforcement layers or leveling feet, to enhance or improve heat dissipation. The roadway section comprises a body, the reinforcement layer, the wireless battery charger, and the thermal conduction coupler. The body includes rigid pavement. The reinforcement layer is embedded in the body and is configured to provide structural integrity to the body. The wireless battery charger is embedded in the body and configured to induce an electrical charge on a battery of a vehicle traveling on the roadway section. The thermal conduction coupler is embedded in the body and extends between the wireless battery charger and a portion of the reinforcement layer. The thermal conduction coupler is configured to conductively transfer heat from the wireless battery charger to the reinforcement layer.

Another embodiment of the current invention provides a roadway section comprising a body, a wireless battery charger, an upper reinforcement layer, a lower reinforcement layer, a plurality of first rebar chairs, and a plurality of second rebar chairs. The body includes rigid pavement. The wireless battery charger is embedded in the body and spaced apart from the reinforcement layer. The wireless battery charger is configured to induce an electrical charge on a battery of a vehicle traveling on the roadway section. The upper reinforcement layer is embedded in the body and positioned above the wireless battery charger. The upper reinforcement layer is formed from non-ferrous material and is configured to provide structural integrity to the body. The lower reinforcement layer is embedded in the body and positioned below the wireless battery charger. The lower reinforcement layer is configured to provide structural integrity to the body. The first rebar chairs are embedded in the body. Each first rebar chair is formed from non-ferrous material and is configured to conductively transfer heat from the wireless battery charger to the upper reinforcement layer. The second rebar chairs are embedded in the body. Each second rebar chair configured to conductively transfer heat from the wireless battery charger to the lower reinforcement layer.

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects and advantages of the current invention will be apparent from the following detailed description of the embodiments and the accompanying drawing figures.

The drawing figures do not limit the current invention to the specific embodiments disclosed and described herein. While the drawings do not necessarily provide exact dimensions or tolerances for the illustrated components or structures, the drawings are to scale as examples of certain embodiments with respect to the relationships between the components of the structures illustrated in the drawings.

The following detailed description of the technology references the accompanying drawings that illustrate specific embodiments in which the technology can be practiced. The embodiments are intended to describe aspects of the technology in sufficient detail to enable those skilled in the art to practice the technology. Other embodiments can be utilized and changes can be made without departing from the scope of the current invention. The following detailed description is, therefore, not to be taken in a limiting sense. The scope of the current invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled.

Relational and/or directional terms, such as “above”, “below”, “up”, “upper”, “upward”, “down”, “downward”, “lower”, “top”, “bottom”, “outer”, “inner”, etc., along with orientation terms, such as “horizontal” and “vertical”, may be used throughout this description. These terms retain their commonly accepted definitions and are used with reference to embodiments of the technology and the positions, directions, and orientations thereof shown in the accompanying figures. Embodiments of the technology may be positioned and oriented in other ways or move in other directions. Therefore, the terms do not limit the scope of the current technology.

illustrates an exemplary pavement system in accordance with embodiments of the present invention. The system includes a plurality of roadway sectionsaligned along a longitudinal or y-axis corresponding to a direction of travel of vehicles or other masses across top surfaces of the roadway sections. The system includes three (3) lanes, each being respectively formed from a plurality of roadway sectionsaligned along the y-axis. Each lane may include one or more roadway sections, each of which may include one or more roadway sections. It is foreseen that the pavement system may include more or fewer lanes without departing from the spirit of the present invention.

The roadway sectionsmay be pre-cast slabs comprising concrete paving material, described in the exemplary embodiment in more detail below. It should be noted, however, that in one or more embodiments the pavement system may comprise one or more lanes formed of cast-in-place concrete installations, continuous pour asphalt pavement material, or other pavement types. In cast-in-place installations, roadway sections may include one or more lengths of roadway separated by saw cut joints, typically made to reduce the chances of roadway damage/cracking from cyclical expansion and contraction.

Each roadway sectionof the illustrated embodiment includes three (3) wireless battery chargers. The wireless battery chargersmay include or comprise wireless charge emitters and/or transceivers. Each wireless charge emitter and/or transceiver preferably includes one or more coil(s) or layers of conductive material configured to conduct current of supplied power in a spatial pattern that generates and projects an electromagnetic (EMF) field extending up and above the top surface of the corresponding roadway section for wireless battery charging of passing vehicles (e.g., according to Faraday's law of induced voltage). Each of the wireless battery chargersmay be configured for unidirectional charging of batteries of vehicles passing along a top surface of the roadway sectionsor for bidirectional charging in communication with electrical circuits positioned on or adjacent to the top surface of the slabs. One of ordinary skill will appreciate that an individual slab or roadway section may include more or fewer wireless chargers, at different and/or variable e spacing and/or of different configuration/shape, without departing from the spirit of the present invention.

Power to the wireless battery chargersis supplied, conditioned, tuned, transformed, converted and/or otherwise changed and/or controlled by one or more control centers. Turning briefly to, each control centermay include a rectifier, an inverter, a processing element, a memory element, a communication element, and a software program, each of which is discussed in more detail below. It should also be noted that one or more components of a control center may be housed remotely and/or embedded in or with components of a roadway section without departing from the spirit of the present invention.

The control centerreceives power from a power supply such as a public utility line and/or from upstream switchgear (not shown), and prepares same for supply to the wireless battery chargers. For example, in one or more embodiments, the control centerreceives alternating current (AC) power at 750 KW and 110 A, and increases the frequency of the power using the rectifierand inverterfor supply to the wireless battery chargers.

The control centermay initially supply power to junction boxes. The switching device(s)and corresponding tuning network device(s)may serve as intermediate components for electrical communication between the wireless battery chargersand the control center. One of ordinary skill will appreciate that more, fewer and/or different intermediate components may be used to supply power to wireless chargers without departing from the spirit of the present invention. The exemplary junction boxesare adjacent the sides of the corresponding roadway sectionsand may be set or embedded in a shoulder of the roadway, with top portions approximately flush with the top surface of the roadway to provide periodic access thereto for maintenance.

Each junction boxmay contain or include one or more switching device(s)and corresponding tuning network device(s), with each pair of switching deviceand tuning network devicesupplying power to one of the wireless battery chargers. The switching devicemay, for example, be a metal-oxide-semiconductor field-effect transistor (MOSFET) switch or any other switch device for switching and/or amplifying the power signal to the corresponding wireless battery charger. The tuning network devicemay, for example, be a transformer configured to increase or decrease the voltage and/or other characteristics of the power for supply to the corresponding wireless battery charger. The wires or conductors carrying the power to the wireless battery chargersmay be routed through one or more conduits and/or edge connectorsillustrated in.

In one or more embodiments, the processing element, the memory element, the communication elementand/or the software programcomprise a master controller. The master controller may be in electronic communication (e.g., via the communication element) with one or both of the switching deviceand/or tuning network devicecorresponding to each of the wireless battery chargers. The electronic communication may permit such electronic devices in each of the junction boxesto provide data regarding operation and/or faults of the wireless battery chargersand/or supporting power supply or control infrastructure and/or intermediate components. The electronic communication may also or alternatively permit the master controller to communicate commands to the junction boxelectronic components and/or components of the wireless battery chargers, for example where the master controller commands one or more switching device(s)to power or shut down power to the corresponding wireless charger(s)or commands one or more network tuning device(s)to increase or decrease the voltage of the power supplied to the corresponding wireless charger(s).

Turning to, in one or more embodiments each roadway sectionincludes a strain sensor array. The strain sensor arrayis distributed at least partly, and preferably mostly, across the length and width of a bodyof the roadway section. The strain sensor arraymay include one or more optical fiber sensors. The strain sensor arraymay embody optical fiber sensing technologies including but not limited to one or more of Rayleigh, Brillouin, Raman, or Fiber Bragg Grating (FBG) technologies, with corresponding sensors or sampling area(s) distributed along the length of the fiber(s).

In one or more embodiments comprising FBGs, the FBGs are positioned in the optical fiber with selectable space therebetween. Each FBG, or any other method implemented as described above but not limited to those specifically named, provides a measurement of the strain of its surrounding environment, which is a local volume, element or region of the body. It should be noted that emitters and receivers of optical fiber sensors may comprise a single device or multiple devices. Generally, each FBG reflects an optical signal, of a particular wavelength or small band of wavelengths, that it receives. The characteristics, such as intensity, amplitude, wavelength, and/or time delay, of the optical signal reflection may vary according to a strain, potentially among other factors, placed on the FBG. One of ordinary skill will appreciate that various mechanisms for detecting strain-including mechanisms for detecting strain using other optical fiber sensing technologies—may be employed in the strain sensor arraywithin the scope of the present invention.

The optical fibers of the arrayshown inare implemented in elongated loops with enlarged turns on each end, with the loops being arranged in an alternating pattern offset relative to adjacent loops along the y-axis. However, one of ordinary skill will appreciate that sensors may be implemented within a body of pavement material in other patterns—for example, in a serpentine pattern layout, a coil pattern layout, a grid pattern, an array of individual fiber optic lines, or other geometric pattern layouts-without departing from the spirit of the present invention. Moreover, a sensor array may include more or fewer optical fibers and/or may comprise additional or alternative strain sensors (e.g., piezoelectric strain sensors) without departing from the spirit of the present invention.

The sensor arraymay include and/or be in communication with supporting components-such as an embedded interrogator-within the scope of the present invention. For example, embodiments of the present invention are interoperable with the paving systems and sensor array(s) described in U.S. Patent Publication 2021/0222375 A1 to Sylvester, filed Apr. 9, 2021, which is hereby incorporated by reference herein in its entirety. In one or more embodiments, the control centeris in electronic communication (e.g., via the communication element) with an interrogator which, in turn, operates in conjunction with the fiber optic sensors of the sensor arrayto generate sensor data.

Turning briefly to, the roadway sectionsof the illustrated embodiment also include structural links comprising load-transferring connectors(e.g., dowel rods), discussed in more detail below. However, it should be noted that the paving material of the roadway and delineations between sections or sensing volumes, and associated structural components, may vary within the scope of the present invention. For example, cast-in-place concrete sections delineated by saw cut joints (e.g., without load-transferring connectors), or continuous pour installations (e.g., comprising asphalt without reinforcement layers or load-transferring connectors) are also within the scope of the present invention.

In one or more embodiments, a sensing volume of a section of pavement may comprise an area of the roadway monitored by a sensor array comprising fiber optic cable(s) and one or more interrogator(s), where each interrogator transmits and receives optical signals reflecting stress and strain in the section. In one or more embodiments, a sensing volume of a section of pavement comprises an area of the roadway delineated by physical boundaries comprising the sides of a precast slab or a combination of saw cut joints and sides of a cast-in-place concrete installation.

An advantage of the precast roadway sectionsof the illustrated embodiment is realized through added data dimensionality available through monitoring condition and/or strains across multiple sensor arraysrespectively corresponding to multiple roadway sectionswith load-transferring connectorsextending therebetween.

However, it is also foreseen that a sensor array may be omitted, alternatively configured or replaced by other sensing technologies without departing from the spirit of the present invention.

Returning to, the master controller of the control centermay additionally be in electronic communication (e.g., via wired connectionsof) with and may receive strain sensor data from the strain sensor arraysembedded in the roadway sections. The wired connectionsmay be routed via edge connectorsthrough one or more junction boxesillustrated infor communication to the master controller. The master controller may analyze the strain sensor data, alone and/or in communication with one or more remote server(s), to determine vehicle position on the pavement system and roadway sections and, accordingly, provide commands for activation/deactivation of the wireless battery chargersand/or increasing or decreasing the voltage supplied to the wireless battery chargers.

The communication elementgenerally allows communication with systems or devices external to the control center. The communication elementmay include signal or data transmitting and receiving circuits, such as antennas, amplifiers, filters, mixers, oscillators, digital signal processors (DSPs), and the like. The communication elementmay establish communication wirelessly by utilizing RF signals and/or data that comply with communication standards such as cellular 2G, 3G, 4G, or 5G, IEEE 802.11 standard such as WiFi, IEEE 802.16 standard such as WiMAX, Bluetooth™, or combinations thereof. Alternatively, or in addition, the communication elementmay establish communication through connectors or couplers that receive metal conductor wires or cables which are compatible with networking technologies such as ethernet. The communication elementmay also couple with optical fiber cables, e.g., via an interrogator. The communication elementmay be in communication with or electronically coupled to memory elementand/or processing element.

Preferably the devices of the pavement system communicate via secure and/or encrypted communication means. For example, all or some of the roadway sections, the control centerand remote server(s) may securely exchange transmissions using DES, 3DES, AES-128 or AES-256 encryption and/or RSA (748/1024/2048 bit) or ECDSA (256/384 bit) authentication. It is foreseen that any means for secure exchange may be utilized without departing from the spirit of the present invention.

The memory elementmay include data storage components such as read-only memory (ROM), programmable ROM, erasable programmable ROM, random-access memory (RAM) such as static RAM (SRAM) or dynamic RAM (DRAM), cache memory, hard disks, floppy disks, optical disks, flash memory, thumb drives, USB ports, or the like, or combinations thereof. The memory elementmay include, or may constitute, a “computer-readable medium.” The memory elementmay store the instructions, code, code segments, software, firmware, programs, applications, apps, services, daemons, or the like that are executed by the processing element, such as the software program. The memory elementmay also store settings, data, documents, files, photographs, movies, images, databases, and the like, for example where such data is captured by additional infrastructure sensors and/or relates to utilization of the wireless battery chargersby passing vehicles.

The processing elementmay include processors, microprocessors, microcontrollers, DSPs, field-programmable gate arrays (FPGAs), analog and/or digital application-specific integrated circuits (ASICs), or the like, or combinations thereof. The processing elementmay include digital processing unit(s). The processing elementmay generally execute, process, or run instructions, code, code segments, software, firmware, programs, applications, apps, processes, services, daemons, or the like. The processing elementmay also include hardware components, such as finite-state machines, sequential and combinational logic, and other electronic circuits that may perform the functions necessary for the operation of embodiments of the present invention. For example, the processing elementmay execute the software program, where the software programincludes computer-readable instructions instructing the processing elementto complete all or some of the steps described herein. The processing elementmay be in communication with the other electronic components through serial or parallel links that include address busses, data busses, control lines, and the like.

The roadway sectionsmay also each include one or more internal reinforcement layer(s),which are embedded in the body(see). Exemplary embodiments of the roadway sectioninclude an upper reinforcement layerand a lower reinforcement layer.

Each reinforcement layer,may comprise at least one layer of steel reinforcement bar (rebar) lattice or other internal reinforcement structures positioned in a grid pattern with a plurality of spaced apart reinforcement bars oriented in a first direction overlaying a plurality of spaced apart reinforcement bars oriented in a second direction, preferably orthogonal to the first direction. The reinforcement layers,may additionally or alternatively be formed from materials such as fiberglass reinforcement mat, geotechnical mat, composite bars, carbon fiber mat, or loose reinforcement material such as fiberglass fibers, carbon fibers, plastic fibers, or metallic shavings. In one or more embodiments, the upper reinforcement layeris embedded nearer to the top surface of the roadway section than the wireless battery charger(s)and comprises only those materials listed above or otherwise which are non-metallic, non-ferrite material(s) and through which the electromagnetic field (EMF) emitted upward from the wireless battery chargers, which are positioned below the upper reinforcement layer, will pass unimpeded. Such an upper reinforcement layerwill not substantially interfere with, shield against, insulate and/or isolate the EMF emitted upward from the wireless battery chargers. In other words, such an upper reinforcement layeris generally transmissive to the EMF from the wireless battery chargers, preferably comprising non-magnetic shielding materials discussed in more detail below.

In one or more embodiments, a minimum distance between the upper reinforcement layerand one or more of the wireless battery chargersis less than one (1) inch. Where the lower reinforcement layercomprises materials listed above which are metallic, ferrous and/or electrically conductive, the minimum distance between the reinforcement layerand any of the wireless battery chargersmay be at least one (1) inch or at least three (3) inches. More broadly, it is foreseen that embodiments of the present inventive concept are interoperable with the paving systems and apparatuses described in U.S. Patent Publication No. 2016-0222594 A1 to Sylvester (filed Mar. 30, 2016), and in U.S. Patent Publication No. 2017-0191227 A1 to Sylvester (filed May 16, 2016), each of which is hereby incorporated by reference herein in its entirety.

Broadly, it should be noted that a roadway section or slab may include one or more reinforcement grids or layers above and/or one or more reinforcement layers below the embedded wireless battery charger(s). Also or alternatively, reinforcement layers may be omitted from portion(s) above and/or from portion(s) below the wireless battery chargers within the scope of the present invention. For example, and with brief reference to, in one or more embodiments a plurality of reinforcement layers, including an uppermost reinforcement layer′ and a lower reinforcement layer′, may be embedded below wireless battery charger′, with no reinforcement layers being embedded above the wireless battery charger′. Such reinforcement layers may comprise magnetic shielding material and/or non-magnetic shielding material within the scope of the present invention. One of ordinary skill will appreciate that other variations on number and positioning of layers are within the scope of the present invention.

While it is foreseen, as noted above, that embodiments of the present invention may be constructed in the field—for example as part of cast-in-place concrete or continuous pour asphalt installations—or be pre-fabricated into an assembly that can be installed onsite, it is preferred that the strain sensor arraybe encased and permanently fixed within bodyduring an offsite pre-fabrication process. The optical fiber sensors of the exemplary arraymay be laminated and/or fixed to one or more sides of a reinforcement layer,(fixed relationship not shown, but see, e.g., FIGS. 2-4 of U.S. Patent Publication No. 2017/0191227A1 incorporated by reference herein) of the roadway sectionduring fabrication, essentially extending in a substantially horizontal (XY) plane and/or generally parallel to a plane defined by a top surface of the bodyof the sectionand at a given height within the body.

More preferably, the sensors of the arraymay be laminated and/or fixed to a bottom side of the lower or bottommost reinforcement layerof the roadway section. Placement near the bottom of the bodymay provide greater resolution from and/or amplification of data collected by the strain sensor array. Moreover, fixing the strain sensor arrayto a reinforcement layerand/ormay generate a more holistic data set representing changes in form across the entire bodybecause a preferred reinforcement layer,will extend across substantially the entire length and width of the bodyand may be less susceptible to localized distortions resulting from pockets or imperfections in the body.

It is foreseen that all or portions of a strain sensor arraymay be encased at different and/or varying heights within a slab without departing from the spirit of the present inventive concept. For instance, disposing at least one sensor at a different height within the roadway section—such as vertically above or below a second sensor—may provide additional resolution for detecting defects in the roadway section. However, long dimensions of the exemplary optical fiber sensors are preferably in substantial alignment with a direction of travel, for example along the y-axis, which may improve detection of vehicular load progression across a top surface of the roadway section. Dimensions of optical fiber sensors that are transverse or perpendicular to the direction of travel may improve detection of the lateral position of such a vehicular load on the roadway section. It is foreseen that a preferable arrangement of optical fiber sensors, each sensor having a region of the pavement surface that it can optimally sense, and each sensor having an orientation that improves detection of the longitudinal or lateral position of the vehicle load and position, will result in a sensor layout presenting a grid of sensors oriented in the traverse and longitudinal dimensions such that their sensing areas overlap each other along the x and y axes to ensure that a maximum area of the pavement can be sensed simultaneously by one or more sensors (e.g., oriented to the direction of travel and/or lateral position of the vehicle load on the roadway section).

As noted above, in one or more embodiments, load-transferring connectors(see) set in cavitiesjoin the roadway sectionsto one another along sides extending perpendicular to the direction of travel (i.e., in the “x” direction). In one or more embodiments, load-transferring connectorsalso join the roadway sectionsto one another along sides extending parallel to the direction of travel (i.e., in the “y” direction). The load-transferring connectorsmay comprise, for example, dowel rods. However, in one or more embodiments, roadway sectionsadjacent one another in the “x” direction may be joined using tie bars (not shown) or other load-transferring connectors. Interfaces between roadway sectionsmay also or alternatively incorporate a rubber skirt, backer board, spacing rod, tar mixture, grouting or similar buffering substance within the scope of the present invention. It is also foreseen that load-transferring connectors may be omitted along one or more sides of slabs or roadway sections without departing from the spirit of the present invention.

Referring to, a schematic view of roadway sectionillustrates the wireless battery chargers, the upper reinforcement layer, and the lower reinforcement layer. During a vehicle charging operation of the roadway section, a large amount of electric current flows through the wireless battery chargers. Given that the electric current flows through resistive cabling of the wireless battery chargers, a large amount of heat is generated or emitted from the wireless battery chargers. The reinforcement layers,may be formed from thermally conductive material and be operable to dissipate heat. In various embodiments as shown in, the roadway sectionalso or alternatively comprises one or more thermal conduction couplerswhich are utilized to transfer heat from the wireless battery chargersto other components of the section, such as the reinforcement layers,. In some embodiments, each type of thermal conduction couplerdescribed below may be utilized by itself exclusively in the roadway section. In other embodiments, two or more types of the thermal conduction couplersmay be used in combination in the roadway section.

Generally, the thermal conduction coupleris formed from “thermally conductive material,” wherein “thermally conductive material” means a material within which heat freely flows, i.e., a material with a thermal conductivity (k) greater than about five (5) watts per meter-kelvin, greater than about fifteen (15) watts per meter-kelvin, or greater than about thirty (30) watts per meter-kelvin. Examples of thermally conductive materials include steel, iron, aluminum, ferrite, composites (such as resins, fibers, plastics, etc.), oils and waxes. Correspondingly the term “non-thermally conductive material” means a material within which heat does not freely flow, i.e., a material with a thermal conductivity less than five (5) watts per meter-kelvin, less than three (3) watts per meter-kelvin, or less than one (1) watt per meter-kelvin. Examples of non-thermally conductive materials include polymers. The material of the body, concrete or asphalt, for example, may have a thermal conductivity value ranging from 0.8-2.5 watts per meter-kelvin. Thus, the materials used to form the thermal conduction couplerhave a greater thermal conductivity than concrete. In one or more embodiments, the thermal conductivity of each thermal conduction coupleris at least two (2) times, at least three (3) times, at least ten (10) times, or at least twenty (20) times greater than that of the pavement materials (e.g., concrete or asphalt) used to form the body of the section.

Referring to, thermal conduction couplersare respectively positioned between a wireless battery chargerand the reinforcement layers,. In one or more embodiments, each thermal conduction coupleris in contact with, or physically touching, one of the wireless battery chargersand one of the reinforcement layers,. For example, in one or more embodiments, each of the wireless battery chargersincludes a conductive element for generating the magnetic field, the conductive element being covered by an outer, electrically insulating material or shroud comprising, e.g., rubber, resin or other polymer, or the like. The thermal conduction couplermay be in contact with an exterior surface of such an insulating material or shroud. Also or alternatively, in one or more embodiments, each thermal conduction couplerhas a proximal end in proximity to or within a shortest distance from the corresponding wireless battery chargerand/or conductive element thereof of less than five (5) inches, less than three (3) inches, or less than one (1) inch, and a distal end in proximity to or within a shortest distance from the corresponding reinforcement layeroror leveling foot(see discussion below) of less than five (5) inches, less than three (3) inches, or less than one (1) inch. Each thermal conduction couplergenerally transfers thermal energy from the wireless battery chargerthrough the thermal conduction couplerand to the reinforcement layer,to dissipate the heat generated by the wireless battery charger.

Referring to, respective ones of the illustrated thermal conduction couplersare positioned on, and in contact with, an upper surface and a lower surface of each wireless battery charger. That is, a first group of the thermal conduction couplersincludes those positioned on, and in contact with, a first wireless battery chargerA, a second group of the thermal conduction couplersinclude those positioned on, and in contact with, a second wireless battery chargerB, and a third group of the thermal conduction couplersinclude those positioned on, and in contact with, a third wireless battery chargerC. The thermal conduction couplerspositioned on the upper surface of each wireless battery chargercontact the upper reinforcement layer. In embodiments in which the upper reinforcement layerincludes a lattice or grid, each thermal conduction couplercontacts at least one bar or elongated member of such a lattice or grid. In addition, the thermal conduction couplerspositioned on the upper surface of each wireless battery chargerare formed from non-ferrous material or other material which is thermally conductive but not magnetic shielding so that the magnetic field generated by the wireless battery chargerin the upward direction toward passing vehicles is not impeded, in accordance with the discussion below in connection with magnetic shielding materials.

As noted above, in one or more embodiments, one or more of the thermal conduction couplersmay also or alternatively be in proximity to, but not in direct contact with, the corresponding chargersurface and/or reinforcement layerorwithout departing from the spirit of the present invention.

As used herein, the term “magnetic shielding material” means any material exhibiting a relative magnetic permeability of at least four (4). In certain embodiments, the magnetic shielding material used will exhibit a relative magnetic permeability of at least at least eight (8), at least ten (10), at least one hundred (100), at least five hundred (500), or at least one thousand (1000). In certain preferred embodiments, such as when the magnetic shielding material comprises ferrite, the magnetic shielding material will have a relative permeability between fifteen hundred (1,500) and three thousand (3,000). Furthermore, in some embodiments, the magnetic shielding materials used herein may have a relative magnetic permeability that is at least four (4), at least eight (8), at least ten (10), at least one hundred (100), at least five hundred (500), or at least one thousand (1000) times greater than that of the material from which the bodiesof roadway sectionsare formed (e.g., concrete). Examples of magnetic shielding materials include iron, steel, and ferrite. Correspondingly, the term “non-magnetic-shielding material” means any material exhibiting a relative magnetic permeability of less than four (4). Examples of non-magnetic-shielding material include aluminum, copper, brass, polymers, and fiberglass.

The thermal conduction couplerspositioned on the lower surface of each wireless battery chargercontact or are in proximity to the lower reinforcement layer, and each thermal conduction couplercontacts or is in proximity to at least one reinforcement bar comprising the lower reinforcement layer. The thermal conduction couplerspositioned on the lower surface of each wireless battery chargermay be formed from virtually any thermally conductive material. In one or more embodiments, the thermal conduction couplersare comprised of non-electrically conductive materials.

For each wireless battery charger, the thermal conduction couplersare spaced apart and distributed around the inner circumference, the outer circumference, and/or therebetween on upper and lower surfaces of the charger. In some instances, the thermal conduction couplersmay be positioned as described and in alignment with various intersections of the reinforcement bars of the lattice or grid of the upper reinforcement layerand/or the lower reinforcement layer.

In some embodiments, each thermal conduction couplerincludes a rebar chair, also known as a rod chair, as shown in. An exemplary rebar chairincludes a base, and a plurality of rebar connectors. The base may have a quadrilateral or circular shape. The rebar chairmay include four rebar connectors, with each rebar connector including an attachment feature which clips or couples to one reinforcement bar. Each rebar connector may couple to the base through an individual arm, or all of the rebar connectors may couple to the base through a single frame. As noted above, in one or more embodiments, the rebar chaircomprises non-magnetic-shielding materials. It should also be noted that rebar chair(s)—despite being referred to as “rebar” chair(s)—may nonetheless be positioned between such charger(s)and non-rebar reinforcement layer(s), such as those comprising non-magnetic-shielding or other materials, and/or may themselves comprise composites, other non-ferrous materials and/or materials described elsewhere herein for constructing the reinforcement layer(s) within the scope of the present invention.

Referring to, each rebar chairis positioned on the wireless battery chargerso that the base contacts the upper surface or the opposite lower surface. Each rebar connector is coupled to, and/or in contact with, one reinforcement bar. Generally, each rebar chairis positioned in alignment with a successive one of the intersections of the reinforcement bars of the lattice or grid of the upper reinforcement layeror of the lower reinforcement layersuch that two of the rebar connectors couple to, and/or are in contact with, a reinforcement bar oriented in the X direction and two of the rebar connectors couple to, and/or are in contact with, a reinforcement bar oriented in the Y direction.

Referring to, when the wireless battery chargeris generating the magnetic field, and as a result, generating heat, the thermal energy flows from the wireless battery chargerthrough the base of the rebar chairand through each rebar connector to the coupled reinforcement bars of the reinforcement layers,, which conduct and dissipate the heat through the bodyof the roadway section.

In one or more embodiments, each thermal conduction couplerincludes a curing leveling foot, as shown in. In addition to transferring thermal energy from the wireless battery chargersto the reinforcement layers,following manufacture of the section, a plurality of curing leveling feetmay be utilized during manufacture of (e.g., during a setup and curing process for) the roadway section. More particularly, a form and a plurality of internal components of a sectionmay be spaced from one another, and set up and oriented spatially relative to one another. At this stage of setup, the length(s) of one or more of the curing leveling feetmay be adjusted to alter the height of respective portion(s) of a wireless battery chargerrelative to a lower reinforcement layer, and/or of an upper reinforcement layerrelative to a wireless battery charger. This localized adjustment of such internal components may permit proper leveling and/or spacing, for example. Once the internal components are set up within or otherwise relative to the form and other internal components, pavement material (such as concrete) may be poured around the internal components within the form. The resulting assemblage may then be cured to harden the pavement material to form the section.